Shock absorber



' July 7,1936. C. H. KINDL SHOCKA ABsoRBER Filed May 18, v1934 4 SheetS-Sheeb 1 INVENTO CARL H. KNDL ATTORNEYS July 7, 1936. Q H K|ND| 2,046,689

SHOCK ABSORBER Filed May 18, 1954 4 Sheets-Sheet 2 CARL H. KINDL.

- 46- I Y `INVENTOR July 7, 1936. cfr-l. KINDL 2,046,689

SHOCK ABSORBER Filed May 18, 1954 4 sheets-sheet 3 INVENTOR CARL. Hf KINDL.

Hyz@ a zwmmm ATTORNEYS v IIO Cal

Patented July 7, 1936 PATENT OFFICE.

SHOCK ABSORBER.

Carl H. Kindl, Dayton, Ohio, assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application May 18, 1934, Serial No. 726,252

11 Claims.

This invention relates to improvements in hydraulic shock absorbers and particularly to fluid flow control devices therefor.4

It is among the objects of the present invention to provide a hydraulic shock absorber adapted to be adjusted automatically in response and proportionately to accelerations in the movement of the shock absorber.

t is among the further objects of the present f invention to provide means adapted to control for the sake of clearness.

Figure 2 is a diagrammatic view showing the various circuits through which fluid iiows during the operation of the shock absorber and the control devices therefor.

Figure 3 is a plan view of the shock absorber.

Figure 4 is a longitudinal sectional view taken substantially along the line 4-4 of Figure 3. Certain elements of the shock absorber are shown in elevation in this view for the sake of clearness. Y

Figure 5 is a front elevation of the shock absorber, a portion thereof being broken away to show one of the fluid ow ducts. In this view the damper weight has been omitted.

Figure 6 is a fragmentary sectional view of the shock absorber showing the construction and ar'- rangement of two of the fluid flow control devices.

Figure '7 is a fragmentary plan view of the control chamber of the shock absorber with the cover removed. The damper weight was omitted in this View.

Figure 8 is a detailed sectional view taken substantially along the line 8 8 of Figure 7.

Figure 9 is a fragmentary detailed sectional view taken substantially along the line 9--9 of Figure 3.

Figure 10 is a fragmentary detailed sectional view taken substantially along the line Ill-i0 of Figure 3.

(C1. 18s-ss) Figure 11 is a detailed sectional view of a portion of the shock absorber taken substantially along the line I I-II of Figure 3.

Figure 12 is a detailed sectional view similar to Figure l1, this View, however, showing a modiiication in the construction of certain of the iiuid ilow control devices.

Referring to the drawings and particularly to Figure 1, numeral designates a side frame member of the vehicle which is supported upon the vehicle axle 2i by the spring 22. The shock absorber, designated as a whole by the numeral 23, is attached to the frame 2D of the vehicle in any suitable manner. This shock absorber is actuated by an operating arm 24, the free end of which is swivelly attached to one end of a link 25, the other end of which is swivelly secured to the axle 2| by a clamp-ing member 26. It may readily be seen that in response to the movement of the axle and spring 2| and 22 respectively toward and away from the frame 29, the link connected between axle 2| and arm 24 Will cause said arm to be rotated clockwise and counterclockwise, resulting in the operation of the reciprocative member of the shock absorber.

Referring particularly to Figure 4, the shock absorber 23 is shown comprising a casing 30 providing a fluid reservoir 3|, and a cylinder 32. The respective ends of the cylinder 32 are closed by cylinder heads 33 and 34, threaded in the cylinder ends and provided with gaskets 35 to prevent fluid leaks. Within the cylinder there is provided a piston 36 having two oppositely disposed head portions 31 and 38 which form fluid displacement chambers 39 and 48, respectively, at opposite ends of the cylinder 32. For purposes of description, the displacement chamber 39 is termed the spring compression control chamber, and the chamber 49 is termed the spring rebound control chamber. Intermediate the cylinder head portions 31 and 38 thereis provided a recess into which the pistonoperating cam 43 extends, said cam-engaging wear pieces i4 and 45 carried by the inner walls of the respective head portions 3l and 38. This cam 13 is attached to, or formed integral with, a rocker shaft 4S, journaled in the casing 3|) transversely thereof. One end of the shaft 46 extends outside of the shock absorber and has the shock absorber operating arm 24 secured thereto.

From the aforegoing description it will be seen that when the arm 24 is rotated clockwise as a result of the movement of the axle 2| and spring 22 toward the frame 20, the shaft 46 and its cam 43 will move the piston 36 toward the left of the end of the shock absorber as regards Figures 1 and 4, and thus the fluid within the spring compression control chamber 39, will have pressure exerted thereupon causing it to be forced from said chamber under pressure. Reversed movement of the axle 2| and the spring 22 will result in a counterclockwise rotation of the shaft 46 and its cam 43 and consequently piston 35 is moved toward the right end of the shock absorber as regards Figures l and 4, and consequently fluid within the spring rebound control chamber 40 will be forced under pressure from said chamber.

In the present construction the piston has iiuid flow control devices which function under certain conditions. Inasmuch as each piston head portion is equipped with a similar uid flow control device, only one of them will be described detailedly for the sake of brevity. Referring particularly to the piston head portion 31, as shown in Figure 4, it will be noted that this piston head portion has a through passage 50 adapted to provide for the transfer of iiuid between the chamber 39 and the intermediate chamber which is always in communication with the fluid reservoir 3|. It will also be noted that within the passage 59 there is provided an annular valve seat 52, in the form of a sharpedge ridge, adapted to be engaged by the intake valve 53, which is maintained upon said seat 52 by a spring 54, one end of which engages the valve 53, the other a retainer ring 55 seated in an annular groove provided in the surface of the passage 5U within the piston head. This intake valve 53 has a cylindrical body 56 in which the body portion 51 of the pressure release valve 58 is slidably carried. It will be noted that the valve 58 is yieldably maintained in engagement with the end surface of the intake valve 53 by the spring 59 which is interposed between the valve 53 and an abutment disc 60 secured to the outer end of the body portion 51 of the valve 58. The body portion 51 has longitudinal slot 6| provided for the transfer of uid through the valve 53 when the valve 58 is moved from engagement with said valve 53. However, normally the slot 6| is within the confines of the valve 53 and due to the engagement of valve 58 with valve 53 no uid will normally flow through said slot 6|. In the piston head portion 38 the valve comparable to valve 53 is designated by the numeral 63, While the valve comparable to Valve 58 is designated by the numeral 58. The passage through this piston head portion is designated by the numeral 64. A stud 65 extends slidably through an opening in the piston head portion 38 and threadedly engages the piston head portion 31. A spring 66 is positioned beneath the head of the stud 65 and engages the bottom end of a recess 61 in the piston head portion 38. This stud with its spring 66 yieldably maintains the two piston head portions 31 and 38 in proper relative position so that substantially at all times their respective wear pieces 44 and 45 are in engagement with the operating cam 43. Where the piston 36 comprises two separate piston head portions 31 and 38 a stud with its spring 66 is used. However, where the piston 36 is of one piece and has integral heads 31 and 38, the stud 65 with its spring 66 may be eliminated.

When the piston 36 is moved toward the left in response to the approaching movement of the spring 22 toward the frame 20 pressure is exerted upon the uid within the chamber 39, as has been hereinbefore described, and at the same time fluid will ow through the passage 64 in the piston head portion 38 connecting the intermediate chamber 5| with the chamber 40, moving the entire valve assembly including valves 63 and 68 so that a substantially free ow of fluid is established into the chamber 49. When the piston is moved toward the right, as regards Figure 4, the fluid within the chamber 5| urges the valve 53 from the seat 52 and a substantially free flow of uid is permitted through the passage 5|] into the chamber 39.

In response to a predetermined high fluid pressure in chamber 39, as the piston moves toward the cylinder head 33, valve 58 will be moved from engagement with valve 53 and a restricted ow of fluid from the chamber 39 through passage 50 into the intermediate chamber 5| obtains. Likewise, in response to a predetermined high pressure in chamber 40, valve 68 will be moved from engagement with the valve 63 and a restricted flow of uid will be permitted from chamber 40 to the intermediate chamber 5|.

As has been mentioned in the objects of the present invention, the shock absorber is provided with means for automatically adjusting it in response and proportionate to accelerations in the movement of the shock absorber. It is desired to provide a shock absorber which will vary its resistance to the movement of the frame 28 and the axle 2| in accordance with accelerations of one of these members, particularly the frame 20. Means are also provided which will prevent these automatic adjustments from being made too suddenly or with too rapid repetitions. In Figure 2 the mechanical elements and fluid circuits of this automatic adjusting mechanism are diagrammatically set forth, while various other figures, such as 6 to 10 inclusive, show the actual construction of the shock absorber by fragmentary sectional Views. With reference particularly to Figures 2, 3, 8, 9, and 10, the shock absorber casing 39 is shown having a large recess 80 provided therein forming the chamber in which the inertia weight 8| is pivotally supported. This inertia weight is secured to one end of a pivotally supported lever 82. This lever 82 is secured to a shaft 83 which shaft is journaled at 84 in the casing 30. The one end of said shaft is pointed, as at 85, this pointed end being supported in a recess block 85 carried by the casing 30. Adjacent to bearing 84 of the shaft 83 said shaft is threaded as at 81, for receiving the adjusting nut 88 whereby the shaft 83 may be adjusted longitudinally to obtain a free working engagement between the pointed end 85 of the shaft 83, and its supporting block 86. Lever 82 has two valve-engaging and operating members 90 and 9| carried thereby on opposite sides of its pivotal shaft 83. The member 90 is rigidly secured to the lever 82 while the member 9| is adjustably carried in an intermediate member 92 which in turn is adjustably supported by a nut 93 secured on the lever 82. The member 92 is maintained in adjusted position in the nut 93 by a lock nut 94 and a similar lock nut 95 maintains member 9| in adjusted position in the member 92. From the aforegoing it will be understood that in response to the oscillating movements of the weight and its bracket or lever 82, secured on shaft 83, a see-saw movement of the members 90 and 9| will result, this see-saw movement being used for actuating .uid flow control devices as will be described hereinafter.

Shaft S3 extends to the outside of the casing 33 and has the dampener flywheel S6 coaxially secured thereon in any suitable manner. For purposes of illustration,` this flywheel 95 is shown attached to a plate S1 which is anchored to a collar 35. This collar is carried by a sleeve 58, clamped upon the shaft S3 by a lock nutV |353. lt is essential that the flywheel 95 be coaxially secured to the shaft S3 for as the weight member 2| is moved up and down with its pivotal shaft 23 flywheel S5 is rotated in one direction or the other, this flywheel tending to dampen the see-saw movement of the weight Si and prevent its sudden or too rapid repeated movements, thus eliminating the sudden or too rapidly repeated adjustments of the fluid iiow control devices actuated by the members 9|! and 9i on the lever 52 as will be described.

Two holes |55 and |55 are bored into the bottom surface of the chamber or recess iil in the casing 35 both of which are interiorly threaded to receive valve-retaining standards E? and respectively. The detailed construction of these standards is clearly shown in Figure ll. Each standard has a longitudinally extending through-passage, the one in the standard iii? being designated by the numeral 35, and the one in the standard 52 being designated by the numeral H3. The throughpassage is@ has a reduced throat portion providing an orifice il! while the through-passage H5 is provided with a similar orifice H2,

"i Above the oriiice iii and communicating with the chamber a cross-passage |53, a similar cross-passage iM being provided in the standard m8. tandard i3? slidably carries a valve i5 so that normally and by gravity this valve H5 .shuts ofi" communication between the orifice iii and the cross-passage H3. A similar valve iii is slidably carried in the standard |58 and by gravity shuts off communication between the orifice H2 and the cross-passage H4. .As shown in Figures 2 and ll, the contacting member 93 on lever 82 oi" the weight Si is adapted to engage and actuaie the valve H6 While the contacting member i, adjustably carried by the said lever 82 of weight Si, is adapted to actuate valve ii?. A spring M8 is interposed between the standard ii and the member 92 adjustably carried on the lever S2 of the weight 8|. iThis spring M8 yieldably holds lever 82 and its weight @i in proper suspended position, in which members Sie? and si are disengaged from their respective valves H5 and lil.

The hole 55 has a duct 23 leading therefrom, providing communication between said hole and another hole or recess |2i in the bottom of the chamber BD. This recess |2| is interiorly threaded to receive the screw plug |22, the inner end of which is provided with a recess E23 coaxial of the plug. This recess 42| has a counterbore 22d which communicates with a bore 25 concentric with the coun e portion i245 and the recess |2l. The end this bore |25, more remote from the recess ii, is interiorly threaded to receive the plug i2@ which acts as a closing member for this recess or bore 25 and also as an abutment member for the spring |21 which urges the member 25 into constant contact with a shoulder E2@ provided inthe recess or bore |25. The member |26 has a tubular portion extending up into the recess |25 presenting sharpedge annular ridge which forms a seat |38 for the valve |3|. This valve is formed by the end surface of a cylindrical extension |32 provided on the piston |33 which is reciprocatively carried inthe recess |2|. lt will be seen that the area of the piston |33 is considerably larger than the area of the portion of valve I3! eX- posed to the fluid pressure in seat member |30. The cylindrical extension |32 of piston |33 has a longitudinal channel |35 which, at one end, is in communication with the recess |2| above the piston |33, the opposite end of said channel being in communication with the chamber provided in the recess above the valve seat member |28 through a small orifice |37 formed in the side wall of the member |32. From the aforegoing it may be seen that the passage |59 in the standard iol communicates with the chamber |25 through the following: hole |95, passage |20, the chamber in recess i2! above the piston |33, through piston passage |35 and its orice |31.

The portion of the recess 525 below the valve scat member 28, or more particularly that portion directly above the plug |25 is in communication with the spring compression control chamber 39 through a duct Mii. As shown in Figures 2, 8, and l0 respectively, a spring |4| is interposed between the piston |33 and the screw plug |22, yieldably urging the piston downwardly into the recess |2| so that the end surface off the piston extension portion |32, forming the valve |3|, is yieldably maintained in normal engagement with the valve-seat |39.

Another passage |55 leads from the recess portion |25 adjacent the valve |3|, and opens into the valve chamber |5|. Communication between the passage or duct |50 and the valve chamber |5| is normally closed by a valve |52 which is yieldably urged into this communication shut-off position by spring |53 interposed between the valve and a screw plug |54 threadedly received in the outer end of the valve chamber |54. The valve chamber |5| is in communication with the spring rebound control chamber 4G through the passage |55.

Another group of fluid circuits similar to that just described and which provides for the transfer of fluid from chamber 4o to chamber 39, and from chamber lil to a chamber comparable to a chamber |2|, will now be described. A recess or bored-out portion 200 is provided in the bottom of the chamber which recess 230 is similar to the recess |2| above described. The interiorly threaded portion of this recess 200 receives a screw plug 20|. In this recess 28D a piston 282 is slidably supported, said piston having a tubular extension 203, slidably carried in the counterbore 254 of the recess 253 and extending into the larger diameter counterbore portion 285. Like the extension |32 of the piston |33, extension 253 of the piston 252 has its one end closed, the end wall forming the valve 255 which is yieldably maintained in engagement with the tubular valve-seat member 2t? by 'a spring 238 interposed between the piston 2ii2 and the screw plug member 20|. The extension 223 of piston 202 has an interior passage 295 which communicates with the space in recess 255 above the valve-seat member 231 through a small orifice 2|0 comparable tothe orice |31 of the piston extension |32. The valve-seat member 231 is maintained in its normal position by a spring 2| interposed between 75 g said valve-seat member and a screw plug 2|2 threadedly received in the interiorly threaded end of the recess or bored-out portion 205.

The portion of the recess 290 above the piston and between the piston and screw plug 20| is in communication with the hole |06 through a duct 2|5. Thus the chamber above the piston 292 is in communication with the valve ||1 and the standard |93 through duct 2|5, hole |03 and the passage i9 in said standard.

In order to eliminate a hydraulic stop beneath the pistons |33 and 202, the spaces beneath said pistons, in the recesses |2| and 290, are in communication with each other through a cross-passage 220.

The space between the valve-seat member 251 and the screw plug 2|2, which space is occupied by the spring 2| is in communication with the valve chamber |5| through a duct or passage 226.

The space in the bored-out portion 295 occupied by the valve 20B and above the valve-seat 201 has a duct 228 leading therefrom and communicating with a valve chamber 229. Chamber 229 in turn has a passage 230 leading therefrom and opening into the recess portion |25 between the screw plug |26 and the valve member |23 engaged by valve |3I. Communication between the duct 228 and duct 230, via the valve chamber 229 is normally shut ofi by valve 23| which is yieldably urged into its closed or shut-off position by a spring 232 interposed between the valve 23| and a screw plug 233 threadedly received by the outer end of the valve chamber 229.

The device in the present invention is automatically adjustable in response and proportionately to the accelerations of the vertical movements of the vehicle member to which the shock absorber is attached, in this instance to the frame 29. This automatic control is obtained by use of an inertia weight 8| acting to control a certain fluid flow control device in response to accelerations in the upward movement of the shock absorber and another fluid flow control device in response to accelerations in the downward movement of the shock absorber. If the roadbed over which the vehicle is being operated is of the washbcard type, that is, if the rises and falls in the surface of the roadbed are comparatively close and numerous then the inertia weight 8| operates with a chattering effect tending to render the control of the shock absorber jerky, resulting in an uncomfortable ride. In the present invention a damper flywheel is associated with the inertia weight which tends to retard the operation of the inertia weight especially when it is acting in response to the vehicle being operated over such a washboard type road. With the flywheel attached the inertia weight will operate more slowly and the chattering effect thereof is substantially eliminated.

The afore-described shock absorber acts in the following manner: supposing that the road wheel of the vehicle strikes an obstruction in the roadway and as a result the axle 2| is suddenly thrust upwardly compressing the spring 22, this sudden thrust of the axle upwardly as well as the sudden compression of the spring 22 will tend to thrust the body-carrying frame 20 of the vehicle upwardly. Connection between the axle 2| and the piston 36 as afore-described will, as a result of this upward movement of the axle 2|, move said piston 36 toward the left as regards Figures 1, 2, 3, 4, and 5, thus exerting a pressure upon the fluid within the spring compression ccntrol chamber 39. Now the fluid will be forced from the chamber 39 through the tube or passage |40 into the chamber beneath the valve-seat |30. In response to this fluid pressure, valve |3|, formed on the extension |32 of the piston |33, will be moved upwardly out of engagement with its Valve-seat |30 and against the elect of spring |4|, thus permitting fluid to flow from the chamber beneath the valve-seat, through said valve-seat member into the chamber of the recess |25 immediately adjacent the valve |3!. From here fluid will flow through the passage |59, engage and move valve |52 from its seat against the effect of the spring |53 to establish fluid flow into the valve chamber |54 From here the fluid flows through duct or passage |55 into the spring rebound control chamber 40. The valve |3| restricts the high pressure fluid flow as it passes through the valveseat member |30. At the same time valve |52 offers a certain restriction to the fluid flow as it continues from the chamber adjacent valve 3| through ducts |50 and |55 to the chamber 45. This restriction of the fluid flow by valve |52 creates a predetermined back pressure within the chamber about the valve |31, thereby causing the fluid to flow from said chamber through the orifice |31 into and through the passage |38 in the extension |32, of piston |33 to the chamber above the piston |33` From here said fluid flows through duct |29 into the hole |05, thence through the passage and the orifice in the stand |01 past the valve ||6 through the transverse passages H3 into the chamber 8E) which, as is clearly shown in Figure 2, is in communication with the intermediate chamber 5| connected with the reservoir 3| by passage 250.

As soon as the spring 22 has reached the limit of its compression as a result of the obstruction being met in the roadway and as soon as the vehicle has past over the obstruction, the spring will tend to move through its rebound stroke into its normal load position. At the same time the upward thrust on frame 20 will cause the frame 20 to move upwardly in the direction opposite the expanding spring 22. These will result in the movement of the piston 36 toward the right as regards Figures l and 2 thereby exerting pressure upon the fluid within the rebound control chamber 40, forcing said fluid from said chamber through the passage |55 into the valve chamber |5|. From this valve chamber the fluid flows through duct 225 into the recess 205 below the valve-seat member 291. The fluid pressure having reached a predetermined degree will move valve 295 on piston 262 from this valve-seat member 251 to establish a flow through said valve-seat member into the recess portion 205 above the valve-seat 291 from where the fluid will flow through the passage 228 to engage the valve 23|. This valve 23| will be forced from its seat against the effect of spring 232 and then fluid will flow into the chamber 229 and from this chamber through passage 233 into the chamber beneath the valve-seat member |39 from where the fluid will flow through passage |50 into the spring compression control chamber 39. The valve 23| impedes the fluid flow sufficiently to build up a fluid pressure within the recess 205 above the valve-seat member 291 so that a flow is directed through orifice 2|0 and passage 209 into the chamber above the piston 202 from whence said fluid flow may continue through the vpassage 2|5, hole |06 then through the passage ||0 and orice ||2 in the standard |08 past Valve through the side opening ||4 into the chamber 80.

The two vflows just described, that is,. the flowsV controlled by the valves |3| ,and 206 .respectively, provide `the initial control of the shock absorber.

The striking of an obstruction in the roadway while causing the Vehicle springs to be compressed, will, at the same time, thrust the bodycarrying frame 20 upwardly. This upward movement of said frame will be accelerated by the spring 22 exerting lifting forces during its expanding movement or while it is returning to its normal load position. If uncontrolled the accelerations in the movements of the bodycarrying frame 20 will cause the occupants of the vehicle an uncomfortable and disagreeable ride especially when said accelerations are particularly pronounced. While the body-carrying frame 20 moves upwardly and the spring is being expanded, the connections between the shock absorber arm 24 and the axle 2| Will cause the shock absorber piston y36 to move toward the right as regards Figures 1 to 4 inclusive; thus, fluid will be forced from chamber 40. As a result of the acceleration in this upward movement of the frame 20 and consequently the shock absorber attached thereto, the weight 8| will be moved relatively to the casing 30 of the shock absorber and consequently lever 82 and its pivot pin 83 will be rotated clockwise causing the member 9| on said lever to engage valve and urge it toward the orifice ||2 in the standard |08 thereby increasing the restriction to the iiuid iiowing through said standard. This restriction to the iiuid flow through standard |08 will naturally result in a pressure build-up within the chamber above the piston 202. The comparative sizes of the piston 202 and valve 206 are such that a comparatively lower iuid pressure upon the piston may easily overcome the effect of a much higher fluid pressure upon the valve 206. Thus, the pressure built up in the space above piston 202 urges said piston and its valve 206 toward the seat 201 and consequently the restriction to the ilow through and past said seat will be increased, this increase in restriction being in accordance with the restriction to the flow of fluid from standard |08 caused by the action of the inertia weight 8|. This increased restriction to Ythe uid ow from chamber 40 naturally results in an increased resistance offered by the shock absorber and thus the objectionable accelerated thrust is controlled.

On the other hand, supposing that the bodycarrying frame of the vehicle is moved downwardly at an accelerated rate, resulting in a movement of the piston 36 toward the left. Weight 8| is now moved upwardly so that its lever 82 and shaft 83 will be rotated counterclockwise. Now the member on the lever 82 engages valve H9, pushing it down in its standard |01 to restrict the fluid iiow therethrough and consequently building up the back pressure within chamber |2| above the piston |33. This results in the valve |3| being moved into closer proximity with its valve-seat member |30 and consequently restricting flow through the valveseat. This restriction, of course, results in an increased resistance offered by the shock absorber to this accelerated downward movement of the body-carrying frame 20 of the vehicle.

It will, of course, be understood that in response to the operation of the vehicle over a washboard type road the body-carrying frame 20 will tend to move with short, oft-repeated jerky motions, causing the weight 8| to move upwardly and downwardly at a rapid rate thereby changing the restriction to the fluid flow too suddenly and consequently causing the shock absorber to operate with a jerky effect. To overcome this a flywheel 96 is coaXially secured to the pivotal shaft 83 of the weight 8| so that each time the weight is set into motion it must overcome the inertia of the flywheel, or as the direction of the movement of the weight 8| is reversed it must retard the movement of the flywheel and also reverse its movement. The effect of the iiywheel upon the weight will naturally cause said weight to move more slowly and regulary, thus eliminating its'tendency to chatter.

In Figure 12 a modified construction of certain of the fluid flow control devices is shown. Here a valve Slt is shown as a substitute for valve ||6 and another, 3H, for the valve These valves 3|6 and 3|'| are recessed to receive plungers 3|8 and 3|9 respectively, which plungers rest upon cushioning elements 320 in each valve. These cushioning elements are made of any suitable fibrous material such as felt, or the like. These cushioning elements take up the shock of contact between the valves 3|6 and 3|1 and their respective contacting members 90 and 9| on the lever 82.

From the aforegoing it may be seen that applicant has provided a hydraulic shock absorber adapted to be adjusted automatically in accordance with and in proportion to the accelerations in the movements of the shock absorber. He has provided means for controlling the automatic adjusting mechanism so that it will not operate in a jerky manner in response to certain movements of the vehicle frame, but the movement of said automatic adjusting mechanism will be gradual yet effective to control the resistance offered by the shock absorber to body and axle movements.

While the form of embodiment of the present invention as herein disclosed constitutes a preferred form, it is to be understood that other formsV might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. In a hydraulic shock absorber, the combination with means for circulating fluid from one end ofthe shock absorber to the other; of means for regulating said fluid circulation; inertia weight controlled means for adjusting said regulating means in proportion to the acceleration in the vertical movements of the shock absorber; and a second inertia weight actuated by the inertia weight controlled means and retarding the movements of the inertia weight controlled means.

2. In a hydraulic shock absorber, the combination with means for circulating a fluid from one end of the shock absorber to the other; of means for controlling said fluid circulation; a spring suspended, inertia weight actuated member for adjusting said controlling means to vary the control over the uid flow in response and proportionately to accelerations in the vertical movements of the shock absorber; and a flywheel connected with the said member for retarding its movements.

3. In a hydraulic shock absorber, the combination with means for circulating a iiuid; of means for controlling said fluid circulation; a pivoted lever having a weight attached to its one end, said lever being adapted to adjust certain of said controlling means in response and proportionate to accelerations in the movements of the shock absorber vertically; and a weight attached to said lever coaXially of its pivotal point.

4. In a hydraulic shock absorber, the combination with means for circulating a fluid therein; of a set of valves adapted to control the uid circulation in each direction respectively; an inertia weight attached to a pivoted lever which is adapted to adjust one set of valves in response and proportionately to accelerations in the upward movement of the shock absorber and to adjust the other set of valves in response and proportionately to accelerations in the downward movement of the shock absorber; a spring engaging saidplever and yieldably holding it in a. normal suspended position; and an inertia weight element attached to said lever coaxial with the pivoted point of said lever.

5. In a hydraulic shock absorber, the combination with means for circulating a fluid back and forth therein; two sets of fluid iiow control devices, each adapted to regulate the iiow of fluid in one direction; a shaft oscillatably carried by the shock absorber; a lever secured to said shaft and having means adapted to engage a member of each set of fluid ow control devices to adjust same; a weight carried at one end of the lever for actuating it in response and proportionately to accelerations in the upward and downward movement of the'shock absorber; a spring yieldably supporting the weight; and an inertia weight coaXially secured to the shaft.

6. In a hydraulic shock absorber, the combination with means for circulating fluid from one end of the shock absorber to the other; of

.means adapted to be actuated by iiuid pressure and by an inertia weight controlled member for regulating said iiuid circulation; and an inertia member connected with the inertia weight controlled member for dampening its movements.

'7. A hydraulic shock absorber having a casing providing two fluid chambers; means for vcirculating iiuid between said chambers, means adapted to be actuated by fluid pressure to permit said fluid circulation; inertia means adapted to be actuated in response and in accordance with accelerations in the movement of the shock absorber for varying the eiect of said pressure controlled means; and a weight member adapted to be set into motion by the inertia means for dampening the movements of said inertia means.

8. A hydraulic shock absorber having a casing providing two uid chambers; means for circulating fluid between said chambers, means adapted to be actuated by iiuid pressure to permit said fluid circulation; inertia means adapted to be actuated in response to and in accordance with accelerations in the movements of the shock absorber for varying the effect of said pressure controlled means; and a weight member secured to the said inertia means and movable only in a rotary manner for dampening the movement of said inertia means.

9. A hydraulic shock absorber having a casing providing two uid displacement chambers; means adapted to urge the iiuid from said chambers under pressure; ducts connecting said chambers; fluid pressure actuated means for each chamber adapted to permit fluid to ow from its respective chambers to the other chamber; and an inertia weight member hingedly supported by the shock absorber and adapted to adjust said Huid flow controlling means to vary the flow of fluid beween the chambers in either direction in response to and accordance with the accelerations in the movements of the shock absorber upwardly or downwardly; and a fiywheel secured to the weight coaxially of its pivotal point for damping the movements of said inertia weight member.

10. In a hydraulic shock absorber, the combination with fluid circulating means; valves for controlling said uid circulation; a weighted member having a pin pivotally supporting the weighted member in the shock absorber, said weighted member being adapted to adjust said valves to vary their control of the uid circulation proportionately with accelerations in the movements of the shock absorber; and a ywheel carried by said pivot pin.

11. In a hydraulic shock absorber, the combination with fluid circulating means; a valve for controlling said fluid circulation; inertia weight actuated means for adjusting said valve to vary its control of the uid circulation in response to and proportionately with accelerations in the movements of the shock absorber; and a damper weight supported in the shock absorber and adapted to be directly actuated only by the inertia weight and not by any movement of the shock absorber for controlling the movement of said inertia weight.

CARL H. KINDL. 

